Autonomous vehicle localization using a lidar intensity map

ABSTRACT

Aspects of the present disclosure involve systems, methods, and devices for autonomous vehicle localization using a Lidar intensity map. A system is configured to generate a map embedding using a first neural network and to generate an online Lidar intensity embedding using a second neural network. The map embedding is based on input map data comprising a Lidar intensity map, and the Lidar sweep embedding is based on online Lidar sweep data. The system is further configured to generate multiple pose candidates based on the online Lidar intensity embedding and compute a three-dimensional (3D) score map comprising a match score for each pose candidate that indicates a similarity between the pose candidate and the map embedding. The system is further configured to determine a pose of a vehicle based on the 3D score map and to control one or more operations of the vehicle based on the determined pose.

CLAIM FOR PRIORITY

This application claims the benefit of priority to U.S. ProvisionalApplication Ser. No. 62/685,875, filed Jun. 15, 2018, which is herebyincorporated by reference in its entirety.

TECHNICAL FIELD

The subject matter disclosed herein relates to autonomous vehicle (AV)systems. In particular, example embodiments relate to localization of AVsystems using a Lidar intensity map.

BACKGROUND

Lidar is a RADAR-like system that uses lasers to createthree-dimensional representations of surrounding environments. A Lidarunit includes at least one emitter paired with a receiver to form achannel, though an array of channels may be used to expand the field ofview of the Lidar unit. During operation, each channel emits a lightsignal into the environment that is reflected off of the surroundingenvironment back to the receiver. A single channel provides a singlepoint of ranging information. Collectively, channels are combined tocreate a point cloud that corresponds to a three-dimensionalrepresentation of the surrounding environment. The Lidar unit alsoincludes circuitry to measure the time of flight (ToF)—i.e., the elapsedtime from emitting the light signal to detecting the return signal. Thetime of flight is used to determine the distance of the Lidar unit tothe detected object.

Increasingly, Lidar is finding applications in autonomous vehicles (AVs)such as partially or fully autonomous cars. One of the fundamentalproblems in AV operation is accurate localization of the vehicle in realtime. Different precision requirements exist depending on how thelocalization system is intended to be used. For routing an AV from pointA to point B, precision of a few meters is sufficient. However,centimeter-level localization becomes necessary in order to exploit highdefinition (HD) maps as priors for robust perception, prediction andsafe motion planning. Centimeter-level localization is also critical tothe safe operation of an autonomous vehicle.

Accurate localization remains an open problem in the realm of AVs,especially when very low latency is required. Geometric methods, such asthose based on the iterative closest-point (ICP) family of algorithms,can lead to high-precision localization, but remain limited in thepresence of geometrically non-distinctive or repetitive environments,such as tunnels, highways, or bridges. Image-based methods are alsocapable of robust localization, but are still behind geometric ones interms of localization precision. Furthermore, image-based methodsrequire capturing the environment in different seasons and times of theday as the appearance might change dramatically.

An alternative to the above referenced localization techniques is toleverage Lidar intensity maps that encode information about theappearance and semantics of the scene. However, the intensity ofcommercial Lidar systems is inconsistent across manufactures, models,units, and even channels within a single unit. Further, the intensityreturns of Lidar systems are prone to changes due to environmentalfactors such as temperature. Therefore, intensity-based localizationmethods rely heavily on having very accurate intensity calibration ofeach Lidar unit. This requires careful fine-tuning of each vehicle toachieve good performance, sometimes on a daily basis. Calibration can bea very laborious process, preventing this solution from being used inpractice. Online calibration is a promising solution, but currentapproaches fail to deliver the desirable accuracy. Furthermore, mapshave to be re-captured each time a sensor is changed (e.g., to replaceold sensors with next-generation sensors).

BRIEF DESCRIPTION OF THE DRAWINGS

Various ones of the appended drawings merely illustrate exampleembodiments of the present inventive subject matter and cannot beconsidered as limiting its scope.

FIG. 1 is a block diagram illustrating an example autonomous vehicle(AV) system, according to some embodiments.

FIG. 2 is block diagram illustrating a Lidar system, which may beincluded as part of the AV system illustrated in FIG. 1, according tosome embodiments.

FIG. 3 is a diagram illustrating a data pipeline of a localizationsystem, which is included as part of the AV system illustrated in FIG.1, according to some embodiments.

FIG. 4 is a flowchart illustrating example operations of the AV systemin performing a method of localization using a Lidar intensity map,according to some embodiments.

FIG. 5 is a diagrammatic representation of a machine in the example formof a computer system within which a set of instructions for causing themachine to perform any one or more of the methodologies discussed hereinmay be executed.

DETAILED DESCRIPTION

Reference will now be made in detail to specific example embodiments forcarrying out the inventive subject matter. Examples of these specificembodiments are illustrated in the accompanying drawings, and specificdetails are set forth in the following description in order to provide athorough understanding of the subject matter. It will be understood thatthese examples are not intended to limit the scope of the claims to theillustrated embodiments. On the contrary, they are intended to coversuch alternatives, modifications, and equivalents as may be includedwithin the scope of the disclosure.

Aspects of the present disclosure address the forgoing issues withconventional vehicle localization techniques by providing a localizationsystem that performs vehicle localization using Lidar intensity mapsusing a technique that does not rely upon complicated techniques forcalibrating Lidar intensity returns. Instead, the localization systemuses a deep neural network that embeds both Lidar intensity maps andonline Lidar sweeps in a common space where calibration is not required.In performing the vehicle localization, the localization system searchesexhaustively over three-dimensional (3D) pose candidates (e.g.,positions in the map manifold and rotation), and scores each pose bycomputing a dot product between the Lidar intensity map and online Lidarsweep embeddings.

Through utilization of this approach, the localization system providesan improved localization process that may be particularly suited forGraphics Processing Unit (GPU) implementations. Contrary to conventionaltechniques that are not effective in environments that are geometricallynon-distinctive or repetitive, the approach employed by the localizationsystem is effective across both highway and urban environmentsregardless of geometric non-distinctiveness or repetitiveness of thesurroundings. This approach provides additional benefits overconventional methods such as the ability to work with uncalibrated data,the ability to generalize across different Lidar sensors, and enhancedrobustness with respect to dynamic objects.

With reference to FIG. 1, an example autonomous vehicle (AV) system 100is illustrated, according to some embodiments. To avoid obscuring theinventive subject matter with unnecessary detail, various functionalcomponents that are not germane to conveying an understanding of theinventive subject matter have been omitted from FIG. 1. However, askilled artisan will readily recognize that various additionalfunctional components may be included as part of the AV system 100 tofacilitate additional functionality that is not specifically describedherein.

The AV system 100 is responsible for controlling a vehicle. The AVsystem 100 is capable of sensing its environment and navigating withouthuman input. The AV system 100 can include a ground-based autonomousvehicle (e.g., car, truck, bus, etc.), an air-based autonomous vehicle(e.g., airplane, drone, helicopter, or other aircraft), or other typesof vehicles (e.g., watercraft).

The AV system 100 includes a vehicle computing system 102, one or moresensors 104, and one or more vehicle controls 116. The vehicle computingsystem 102 can assist in controlling the AV system 100. In particular,the vehicle computing system 102 can receive sensor data from the one ormore sensors 104, attempt to comprehend the surrounding environment byperforming various processing techniques on data collected by thesensors 104, and generate an appropriate motion path through suchsurrounding environment. The vehicle computing system 102 can controlthe one or more vehicle controls 116 to operate the AV system 100according to the motion path.

As illustrated in FIG. 1, the vehicle computing system 102 can includeone or more computing devices that assist in controlling the AV system100. Vehicle computing system 102 can include a localization system 106,a perception system 108, a prediction system 110, and a motion planningsystem 112 that cooperate to perceive the dynamic surroundingenvironment of the AV system 100 and determine a trajectory describing aproposed motion path for the AV system 100. Vehicle computing system 102can additionally include a vehicle controller 114 configured to controlthe one or more vehicle controls 116 (e.g., actuators that control gasflow (propulsion), steering, braking, etc.) to execute the motion of theAV system 100 to follow the trajectory.

In particular, in some implementations, any one of the localizationsystem 106, the perception system 108, the prediction system 110, or themotion planning system 112 can receive sensor data from the one or moresensors 104 that are coupled to or otherwise included within the AVsystem 100. As examples, the one or more sensors 104 can include a Lidarsystem 118, a Radio Detection and Ranging (RADAR) system, one or morecameras (e.g., visible spectrum cameras, infrared cameras, etc.), and/orother sensors. The sensor data can include information that describesthe location of objects within the surrounding environment of the AVsystem 100.

As one example, for the Lidar system 118, the sensor data can includepoint data that includes the location (e.g., in three-dimensional spacerelative to the Lidar system 118) of a number of points that correspondto objects that have reflected an emitted light. For example, Lidarsystem 118 can measure distances by measuring the ToF that it takes ashort light pulse to travel from the sensor(s) 104 to an object andback, calculating the distance from the known speed of light. The pointdata further includes an intensity value for each point that can provideinformation about the reflectiveness of the objects that have reflectedan emitted light.

As another example, for RADAR systems, the sensor data can include thelocation (e.g., in three-dimensional space relative to the RADAR system)of a number of points that correspond to objects that have reflected aranging radio wave. For example, radio waves (e.g., pulsed orcontinuous) transmitted by the RADAR system can reflect off an objectand return to a receiver of the RADAR system, giving information aboutthe object's location and speed. Thus, a RADAR system can provide usefulinformation about the current speed of an object.

As yet another example, for cameras, various processing techniques(e.g., range imaging techniques such as, for example, structure frommotion, structured light, stereo triangulation, and/or other techniques)can be performed to identify the location (e.g., in three-dimensionalspace relative to a camera) of a number of points that correspond toobjects that are depicted in imagery captured by the camera. Othersensor systems can identify the location of points that correspond toobjects as well.

As another example, the one or more sensors 104 can include apositioning system 120. The positioning system 120 can determine acurrent position of the AV system 100. The positioning system 120 can beany device or circuitry for analyzing the position of the AV system 100.For example, the positioning system 120 can determine position by usingone or more of inertial sensors; a satellite positioning system, basedon Internet Protocol (IP) address, by using triangulation and/orproximity to network access points or other network components (e.g.,cellular towers, WiFi access points, etc.); and/or other suitabletechniques. The position of the AV system 100 can be used by varioussystems of the vehicle computing system 102.

Thus, the one or more sensors 104 can be used to collect sensor datathat includes information that describes the location (e.g., inthree-dimensional space relative to the AV system 100) of points thatcorrespond to objects within the surrounding environment of the AVsystem 100.

In addition to the sensor data, the localization system 106, perceptionsystem 108, prediction system 110, and/or the motion planning system 112can retrieve or otherwise obtain map data 124 that provides detailedinformation about the surrounding environment of the AV system 100. Themap data 124 can provide information regarding: the identity andlocation of different travelways (e.g., roadways, alleyways, trails, andother paths designated for travel), road segments, buildings, or otheritems or objects (e.g., lampposts, crosswalks, curbing, etc.); knownreflectiveness (e.g., radiance) of different travelways (e.g.,roadways), road segments, buildings, or other items or objects (e.g.,lampposts, crosswalks, curbing, etc.); the location and directions oftraffic lanes (e.g., the location and direction of a parking lane, aturning lane, a bicycle lane, or other lanes within a particular roadwayor other travelway); traffic control data (e.g., the location andinstructions of signage, traffic lights, or other traffic controldevices); and/or any other map data 124 that provides information thatassists the vehicle computing system 102 in comprehending and perceivingits surrounding environment and its relationship thereto.

In addition, according to an aspect of the present disclosure, the mapdata 124 can include information that describes a significant number ofnominal pathways through the world. As an example, in some instances,nominal pathways can generally correspond to common patterns of vehicletravel along one or more lanes (e.g., lanes on a roadway or othertravelway). For example, a nominal pathway through a lane can generallycorrespond to a center line of such lane.

The map data 124 may also include one or more Lidar intensity mapsconstructed using Lidar point data (e.g., output by one or more Lidarsystems). More specifically, a Lidar intensity map may include abird's-eye view (BEV) map image encoded with Lidar intensity data thatincludes information about the appearance and semantics of the scene.Additionally, the Lidar intensity map may include a height mapcontaining the height of each point in the intensity image with respectto some coordinate frame.

The localization system 106 receives the map data 124 and some or all ofthe sensor data from sensors 104 and generates vehicle poses for the AVsystem 100. A vehicle pose describes the position and attitude of thevehicle. The position of the AV system 100 is a point in athree-dimensional space. In some examples, the position is described byvalues for a set of Cartesian coordinates, although any other suitablecoordinate system may be used. The attitude of the AV system 100generally describes the way in which the AV system 100 is oriented atits position. In some examples, attitude is described by a yaw about thevertical axis, a pitch about a first horizontal axis, and a roll about asecond horizontal axis. In some examples, the localization system 106generates vehicle poses periodically (e.g., every second, every halfsecond, etc.). The localization system 106 appends time stamps tovehicle poses, where the time stamp for a pose indicates the point intime that is described by the pose. The localization system 106generates vehicle poses by comparing sensor data (e.g., remote sensordata) to map data 124 describing the surrounding environment of the AVsystem 100.

In some examples, the localization system 106 includes one or morelocalizers and a pose filter. Localizers generate pose estimates bycomparing remote sensor data (e.g., Lidar, RADAR, etc.) to map data 124.As an example, as shown, the localization system 106 includes a Lidarlocalizer 122 that is configured to generate pose estimates based on acomparison of Lidar intensity maps with Lidar point data. Furtherdetails regarding the Lidar localizer 122 are discussed below inreference to FIGS. 3-5. A pose filter receives pose estimates from theone or more localizers as well as other sensor data such as, forexample, motion sensor data from an inertial measurement unit (IMU),encoder, odometer, and the like. In some examples, the pose filterexecutes a Kalman filter or other statistical algorithm to combine poseestimates from the one or more localizers with motion sensor data togenerate vehicle poses.

The perception system 108 can identify one or more objects that areproximate to the AV system 100 based on sensor data received from theone or more sensors 104 and/or the map data 124. In particular, in someimplementations, the perception system 108 can determine, for eachobject, state data that describes a current state of such objects. Asexamples, the state data for each object can describe an estimate of theobject's: current location (also referred to as position); current speed(also referred to as velocity); current acceleration; current heading;current orientation; size/footprint (e.g., as represented by a boundingshape such as a bounding polygon or polyhedron); class (e.g., vehicleversus pedestrian versus bicycle versus other); yaw rate; specular ordiffuse reflectivity characteristics; and/or other state information.

In some implementations, the perception system 108 can determine statedata for each object over a number of iterations. In particular, theperception system 108 can update the state data for each object at eachiteration. Thus, the perception system 108 can detect and track objects(e.g., vehicles) that are proximate to the AV system 100 over time.

The prediction system 110 can receive the state data from the perceptionsystem 108 and predict one or more future locations for each objectbased on such state data. For example, the prediction system 110 canpredict where each object will be located within the next 5 seconds, 10seconds, 20 seconds, and so forth. As one example, an object can bepredicted to adhere to its current trajectory according to its currentspeed. As another example, other, more sophisticated predictiontechniques or modeling can be used.

The motion planning system 112 can determine a motion plan for the AVsystem 100 based at least in part on the predicted one or more futurelocations for the object provided by the prediction system 110 and/orthe state data for the object provided by the perception system 108.Stated differently, given information about the current locations ofobjects and/or predicted future locations of proximate objects, themotion planning system 112 can determine a motion plan for the AV system100 that best navigates the AV system 100 relative to the objects atsuch locations.

The motion plan can be provided from the motion planning system 112 to avehicle controller 114. In some implementations, the vehicle controller114 can be a linear controller that may not have the same level ofinformation about the environment and obstacles around the desired pathof movement as is available in other computing system components (e.g.,the perception system 108, prediction system 110, motion planning system112, etc.). Nonetheless, the vehicle controller 114 can function to keepthe AV system 100 reasonably close to the motion plan.

More particularly, the vehicle controller 114 can be configured tocontrol motion of the AV system 100 to follow the motion plan. Thevehicle controller 114 can control one or more of propulsion and brakingof the AV system 100 to follow the motion plan. The vehicle controller114 can also control steering of the AV system 100 to follow the motionplan. In some implementations, the vehicle controller 114 can beconfigured to generate one or more vehicle actuator commands and tofurther control one or more vehicle actuators provided within vehiclecontrols 116 in accordance with the vehicle actuator command(s). Vehicleactuators within vehicle controls 116 can include, for example, asteering actuator, a braking actuator, and/or a propulsion actuator.

Each of the localization system 106, the perception system 108, theprediction system 110, the motion planning system 112, and the vehiclecontroller 114 can include computer logic utilized to provide desiredfunctionality. In some implementations, each of the localization system106, the perception system 108, the prediction system 110, the motionplanning system 112, and the vehicle controller 114 can be implementedin hardware, firmware, and/or software controlling a general-purposeprocessor. For example, in some implementations, each of thelocalization system 106, the perception system 108, the predictionsystem 110, the motion planning system 112, and the vehicle controller114 includes program files stored on a storage device, loaded into amemory and executed by one or more processors. In other implementations,each of the localization system 106, the perception system 108, theprediction system 110, the motion planning system 112, and the vehiclecontroller 114 includes one or more sets of computer-executableinstructions that are stored in a tangible computer-readable storagemedium such as RAM, hard disk, or optical or magnetic media.

FIG. 2 is block diagram illustrating the Lidar system 118, which may beincluded as part of the AV system 100, according to some embodiments. Toavoid obscuring the inventive subject matter with unnecessary detail,various functional components that are not germane to conveying anunderstanding of the inventive subject matter have been omitted fromFIG. 2. However, a skilled artisan will readily recognize that variousadditional functional components may be included as part of the Lidarsystem 118 to facilitate additional functionality that is notspecifically described herein.

As shown, the Lidar system 118 comprises channels 200-0 to 200-N. Thechannels 200-0 to 200-N collectively form an array of channels 201.Individually, each of the channels 200-0 to 200-N outputs point datathat provides a single point of ranging information. During operation ofthe Lidar system 118, the array of channels 201 rotates around a centralaxis of the Lidar system 118. As the array of channels 201 rotatesaround the central axis, each of the channels 200-0 to 200-N emits lightsignals into the surrounding environment and receives return signals. Asingle rotation of the array of channels 201 may be referred to hereinas a “sweep.” At each sweep, the point data output by each of thechannels 200-0 to 200-N (i.e., point data_(1-N)) is combined to create apoint cloud that corresponds to a three-dimensional representation ofthe surrounding environment.

Each the channels 200-0 to 200-N comprises an emitter 202 paired with adetector 204. The emitter 202 emits a light signal (e.g., a lasersignal) into the environment that is reflected off the surroundingenvironment and returned back to a sensor 206 (e.g., an opticaldetector) in the detector 204. The signal that is reflected back to thesensor 206 is referred to as a “return signal.” The sensor 206 providesthe return signal to a read-out circuit 208 and the read-out circuit208, in turn, outputs the point data based on the return signal. Thepoint data comprises a distance value and an intensity value. Thedistance value corresponds to a distance of the Lidar system 118 from adetected surface (e.g., a road) that is determined by the read-outcircuit 208 by measuring the ToF, which is the elapsed time between theemitter 202 emitting the light signal and the detector 204 detecting thereturn signal. To this end, the read-out circuit 208 includes timingcircuitry to precisely and accurately measure the ToF. The intensityvalue is a measure of an intensity of the return signal, which canprovide additional information about the surrounding environment such asreflective properties of objects.

As shown, the point data output by the channels 200-0 to 200-N isprovided to the Lidar localizer 122 for use in Lidar-based localizationprocesses. As will be discussed in further detail below, the Lidarlocalizer 122 compares the point data received from the channels 200-0to 200-N with pre-constructed Lidar intensity maps to estimate poses ofthe AV system 100. Although FIG. 2 illustrates the point data beingprovided to only the Lidar localizer 122, it shall be appreciated thatthe point data may also be accessed by other components of thelocalization system 106 as well as other components of the AV system100.

FIG. 3 is a diagram illustrating a data pipeline of the Lidar localizer122, according to some embodiments. The Lidar localizer 122 performshigh-precision localization against pre-constructed Lidar intensitymaps. For the purposes of the following explanation, let x be the poseof the AV system 100. Assuming that the sensors of the AV system 100 arecalibrated and neglecting the effects of suspension, unbalanced tires,and vibration on the AV system 100, the pose of the AV system 100 may besimplified as a 3-degrees-of-freedom (3-DoF) pose (e.g., rather than a6-DoF pose). More specifically, the pose of the AV system 100 may besimplified as a 2D translation and a heading angle (i.e., x={x, y, θ},where x, y∈R and θ∈(−π, π])). At each time step t, the Lidar localizer122 takes as input the maximum likelihood estimate of the previousvehicle pose x*_(t-1), the previous belief map Bel_(t-1) propagated tothe current time as Bel_(t|t-1) using the vehicle dynamics, {dot over(x)}_(t), an online Lidar intensity image 302, and a pre-constructedLidar intensity map 300.

The Lidar intensity map 300 is constructed using Lidar point data (e.g.,output by one or more Lidar systems) from multiple passes through thesame area, which allows for additional processing, such as dynamicobject removal. The accumulation of multiple passes also produces mapsthat are much denser than individual Lidar sweeps. The Lidar intensitymap 300 is encoded as orthographic bird's-eye view (BEV) image of theground.

The online Lidar intensity image 302 comprises Lidar point data thatincludes Lidar point clouds from the k most recent Lidar sweeps. Theonline Lidar intensity image 302 comprises a BEV rasterized imagegenerated by aggregating the k most recent Lidar sweeps using IMU andwheel odometry information. The aggregation of point clouds frommultiple sweeps produces denser online Lidar images than using only themost recent sweep, which in turn improves localization.

In performing the localization of the AV system 100, the Lidar localizer122 treats localization as a recursive Bayesian inference problemencoding the fact that the online Lidar sweep data should be consistentwith the input map data at the vehicle's location, and the beliefupdates should be consistent with the motion model. Thus, thelocalization problem may be formulated as follows:

Bel _(t)(x)=ηP _(Lidar)(I _(t) |x;M;w)P _(GPS)(G _(t) |x)Bel_(t|t-1)(x|X _(t))

where I_(t) is the online Lidar intensity image 302, M is the Lidarintensity map 300, G_(t) is the GPS observation, X_(t) is the dynamicsobservation, w is a set of learnable parameters, and x*_(t)=argmin_(x)Bel_(t)(x). Given a candidate pose x, the Lidar matching probabilityfunction P_(LiDAR) encodes an agreement between the current online Lidarobservation and the map indexed at the hypothesized pose x. To computethe probability function, the Lidar localizer 122 projects both the mapM and the online Lidar intensity image I into an embedding space usingtwo embedding functions. The Lidar localizer 122 then warps the onlineembedding according to a particular pose hypothesis, and computes across-correlation between the warped online embedding and the mapembedding. Formally, this can be written as follows:

P _(LiDAR) ∝s(π(f(I;w _(O)),x),g(M;w _(M)))

where f(I; w_(O)) represents a deep embedding of the online Lidarintensity image 302 (i.e., online Lidar intensity embedding 308), andg(M; w_(M)) represents a deep embedding of the Lidar intensity map 300(i.e., intensity map embedding 310). Terms w_(o) and w_(m) are thenetworks' parameters and a represents a 2D rigid warping function meantto transform the online Lidar intensity embedding 308 into thecoordinate frame of the intensity map embedding 310 according to thegiven pose hypothesis x. Finally, s represents a cross-correlationoperation. Consistent with some embodiments, the embedding functionsf(⋅; w_(O)) and g(⋅; w_(M)) can be customized, fully convolutionalneural networks. Accordingly, in the context of FIG. 3, the embeddingfunction f(⋅; w_(O)) is represented by a neural network 304 and theembedding function g(⋅; w_(M)) is represented as neural network 306. Thefirst embedding function f(⋅; w_(O)) takes as input the online Lidarintensity image 302 and produces online Lidar intensity embedding 308comprising a dense single- or multi-channel representation of the onlineLidar intensity image 302 at the same resolution as the input. Thesecond embedding function g(⋅; w_(M)) takes as input a section of theLidar intensity map 300, and produces the intensity map embedding 310with the same number of channels as the online Lidar intensity embedding308 and the spatial resolution of the map 300.

The GPS observation model encodes the likelihood of the GPS observationgiven a location proposal. The uncertainty of the GPS sensoryobservation is approximated using a Gaussian distribution:

$P_{GPS} \propto {\exp \left( {- \frac{\left( {g_{x} - x} \right)^{2} + \left( {g_{y} - y} \right)^{2}}{\sigma_{GPS}^{2}}} \right)}$

where g_(x) and g_(y) represent the GPS observation converted fromUniversal Transverse Mercator (UTM) coordinates to map coordinates.σ_(GPS) ² represents the variance of the GPS observations.

A vehicle motion model term Bel_(t|t-1) encodes the fact that theinferred vehicle velocity should agree with the observed vehicledynamics, given the prior belief from the previous time step, Bel_(t-1).In particular, wheel odometry and IMU data are used as input to anextended Kalman filter to generate an estimate of the velocity of thevehicle. The motion model may be defined as:

${{Bel}_{t - 1}\left( {xX_{t}} \right)} = {\sum\limits_{x_{t - 1} \in _{t - 1}}\; {{P\left( {{xX_{t}},x_{t - 1}} \right)}{{Bel}_{t - 1}\left( x_{t - 1} \right)}}}$

where

P(x|X _(t) ,x _(t-1))∝ρ(x⊖(x _(t-1) ⊕X _(t)))

with ρ=exp(−z^(T)Σ⁻¹z) is a Gaussian error function. I is the covariancematrix. ⊕ and ⊖ represent the 2D pose composition and inverse posecomposition operators, which are defined as

${a \oplus b} = \begin{bmatrix}{x_{a} + {{x_{b} \cdot \cos}\; \theta_{a}} - {{y_{b} \cdot \sin}\; \theta_{a}}} \\{y_{a} + {{x_{b} \cdot \sin}\; \theta_{a}} + {{y_{b} \cdot \cos}\; \theta_{a}}} \\{\theta_{a} + \theta_{b}}\end{bmatrix}$ ${a \ominus b} = {\begin{bmatrix}{{{\left( {x_{a} - x_{b}} \right) \cdot \cos}\; \theta_{b}} + {{\left( {x_{b} - y_{b}} \right) \cdot \sin}\; \theta_{b}}} \\{{{{- \left( {x_{a} - x_{b}} \right)} \cdot \sin}\; \theta_{b}} + {{\left( {x_{b} - y_{b}} \right) \cdot \cos}\; \theta_{b}}} \\{\theta_{a} - \theta_{b}}\end{bmatrix}.}$

As noted above, the f and g functions may correspond to multi-layerfully convolutional neural networks. Consistent with some embodimentsthe f and g functions may correspond to a shallow matching network thatuses instance normalization after each convolutional layer.

During operation of the AV system 100, the Lidar localizer 122 estimatesthe pose of the AV system 100 at each time step t by solving thefollowing maximum a posteriori problem:

$x_{t}^{*} = {{\arg \mspace{11mu} {\max\limits_{x}{{Bel}_{t}(x)}}} = {\arg \mspace{11mu} {\max\limits_{x}{\eta \; {P_{Lidar}\left( {{I_{t}x};M;w} \right)}{P_{GPS}\left( {G_{t}x} \right)}{{{Bel}_{t{t - 1}}(x)}.}}}}}$

Those of ordinary skill in the art will understand that this is acomplex non-linear and non-convex energy minimization problem over thecontinuous variable x. This type of problem is conventionally solvedwith non-linear iterative solvers, which are sensitive to initializationand easily fall into local minima. Furthermore, most conventionalsolvers have non-deterministic run times, which is problematic forsafety-critical real-time applications such as autonomous vehicles.

Rather than relying upon these conventional methods, the Lidar localizer122 computes x through a search-based method, which is a more efficienttechnique given the characteristics of the problem. To this end, theLidar localizer 122 discretizes the 3D search space over x={x, y, θ} asa grid, and computes the term Bel_(t) for every cell of our searchspace. The Lidar localizer 122 centers the search space at what isreferred to as a dead reckoning pose, which represents the pose of thevehicle at time t estimated using IMU and wheel encoders. The searchrange is given by the maximum drift between the dead reckoning pose andthe ground truth pose observed over the entirety of a comprehensivedataset. In this way, the Lidar localizer 122 accounts for the maximalIMU/odometry errors, while also being robust in cases where themap-based localization itself fails in previous frames.

The Lidar localizer 122 computes the inner product scores between two 2Ddeep embeddings across all translational positions in the (x, y) searchrange, which is equivalent to convolving the map embedding 310 with theonline Lidar intensity embedding 308 as a kernel. This improves thecomputation speed of the search over x and y. As a result, the entireoptimization of P_(LiDAR) can be performed using no convolutions and onesoft argmax, where n_(θ) is the number of discretization cells in therotation (θ) dimension. Soft argmax is used instead of standard argmaxin order to achieve robustness to observation noise and produce smoothlocalization results. Soft argmax is defined as

${x_{t}^{*} = \frac{\sum_{x}{{{Bel}_{t}(x)}^{\alpha} \cdot x}}{\sum_{x}{{Bel}_{t}(x)}^{\alpha}}},$

where α represents a temperature hyper-parameter larger than 1. Thisproduces an estimation which considers the uncertainty of the predictionat time t.

The dimensions of the online Lidar intensity embedding 308 are W_(O)×H_(O)× C, with W_(O)× H_(O) being the dimensions of the input onlineLidar intensity image 302. In this way, the online Lidar intensityembedding 308 includes a C-dimensional embedding vector per each pixel.The dimensions of the map embedding 310 are W_(M)× H_(M)× C. The mapembedding 310 covers all the possible regions that an online Lidar sweepmay reach at the current step t. Thus, (W_(M), H_(M))=(W_(O)+S_(lon),H_(O)+S_(lat)), where S_(lon) and S_(lat) are the longitudinal andlateral search ranges, expressed in pixels.

As a result, the Lidar localizer 122 need only execute the embeddingnetworks once, rotate the computed online Lidar embedding 308 no times,and convolve each rotation with the map embedding 310 to get the scoresfor all the pose hypotheses. Hence, the solution provided by the Lidarlocalizer 122 is therefore globally optimal over the discretized searchspace including both rotation and translation. The rotation of theonline Lidar embedding 308 may be implemented using a spatialtransformer. A spatial transformer module can compute affine warps andother transformations of 2D images using bilinear interpolation in amanner which is differentiable, thereby enabling end-to-end learning.The transformation applied by a spatial transformer is learnable, but isdescribed as being fixed to the pre-determined rotations for ease ofexplanation.

To improve the speed of the convolutional matching implementationoperation and to optimize the localization process for GraphicsProcessing Unit (GPU) implementations, the Lidar localizer 122 performsthe convolution matching in the Fourier domain, as opposed to thespatial one. According to the convolution theorem: f*g=F⁻¹(F(f)⊙F(g)),where “*” denotes the convolution operation, “F” the Fourier transformof a signal, F⁻¹ its inverse Fourier transform, and “⊙” an element-wiseproduct. Theoretically, this can reduce the run-time complexity of theconvolution from O(N²) to O(N log N), which translates to massiveimprovements in terms of run time.

The Lidar localizer 122 is end-to-end differentiable thereby enabling itto learn all parameters jointly using back-propagation. Consistent withsome embodiments, a simple cross-entropy loss may be used to train theLidar localizer 122, without requiring any additional, potentiallyexpensive terms, such as a reconstruction loss. The cross-entropy lossbetween the ground-truth position and the inferred score map may bedefined as

=−Σ_(i) p_(i,gt) log p_(i), where the labels p_(i,gt) are represented asone-hot encodings of the ground truth position (e.g., a tensor with thesame shape as the score map S, with a 1 at the correct pose and 0everywhere else).

The Lidar localizer 122 is trained using training data constructed fromlocalized data logs. Each data log includes information from a drivingsession of an AV system (e.g., AV system 100) through an environment andcan range from a few minutes to a few hours. Each log includesinformation about maps used by the corresponding AV system andsurrounding environments detected by on-vehicle sensor systems. Thetraining data is generated based on known poses of AV systems indicatedin the data logs.

Ground truth pose information is used to generate positive examples andthe Lidar localizer 122 is trained to identify other poses as incorrect.For a given Lidar sweep, a data log indicates a ground truth location ofthe AV system in the map, which is considered a positive example thatthe Lidar localizer 122 is trained to identify. Every other shift aroundthe ground truth pose is considered a negative example. That is, foreach Lidar sweep, the training data includes a positive example (theground truth pose) and multiple negative examples (incorrect poseestimates that are different than the ground truth pose). This isachieved implicitly by the cross-entropy loss described previously; the“1” in the ground truth score map represents the positive example, andeverything else is considered a negative example. This allows the neuralnetwork to learn to localize with high precision because it learns tolocalize online sweeps at the correct location and is penalized for evenone pixel of error. Essentially, the Lidar localizer 122 learns toidentify reliable localization cues from online sweep data.

FIG. 4 is a flowchart illustrating example operations of the AV system100 in performing a method 400 of localization using a Lidar intensitymap, according to some embodiments. The method 400 may be embodied incomputer-readable instructions for execution by a hardware component(e.g., a processor) such that the operations of the method 400 may beperformed by one or more components of the AV system 100. Accordingly,the method 400 is described below, by way of example with referencethereto. However, it shall be appreciated that the method 400 may bedeployed on various other hardware configurations and is not intended tobe limited to deployment on the vehicle computing system 102.

At operation 405, the Lidar localizer 122 accesses input map data (e.g.,map data 124). The input map data comprises a pre-constructed Lidarintensity map (e.g., Lidar intensity map 300). The Lidar intensity mapcomprises a BEV map image that is encoded with Lidar intensity data. Itmay also include a height map which encodes the height of every pixel inthe intensity image in some coordinate frame.

At operation 410, the Lidar localizer 122 generates an intensity mapembedding based on the input map data. The intensity map embedding is arepresentation of the intensity encoded BEV map image computed using afirst embedding function such as a neural network (e.g., a fullyconvolutional neural network). Accordingly, the Lidar localizer 122 mayprovide the input map data as input to a first neural network to computethe intensity map embedding. The first neural network may be trained tooptimize the intensity map embedding facilitate efficient localization.

At operation 415, the Lidar localizer 122 accesses an online Lidarintensity image (e.g., online Lidar intensity image 302). The onlineLidar intensity image data comprises point data output by the Lidarsystem 118 during operation of the AV system 100. More specifically, theonline Lidar sweep data comprises a BEV projection of the K most recentLidar point clouds. In instances where K>1, the online sweep data may begenerated by aggregating multiple sweeps together using IMU and wheelodometry information.

At operation 420, the Lidar localizer 122 generates an online Lidarintensity embedding based on the Lidar intensity image. The online Lidarintensity embedding is a representation of the Lidar intensity imagecomputed using a second embedding function such as a neural network(e.g., a fully convolutional neural network). Accordingly, the Lidarlocalizer 122 may provide the Lidar intensity image to a second neuralnetwork to compute the online Lidar intensity embedding. The secondneural network is trained to optimize the representation of the onlineLidar intensity image to make it efficient to match against. Forexample, the second neural network identifies reliable localization cuessuch as curbsides, buildings, poles and other fixed aspects of thesurrounding environment. The second neural network further identifiesunreliable localization cues in the online Lidar intensity image such asother vehicles and other dynamic objects and to mask out portions of theonline Lidar intensity image in the embedding that correspond to theunreliable localization cues.

At operation 425, the Lidar localizer 122 generates a plurality of posecandidates based on the online Lidar intensity embedding. The Lidarlocalizer 122 generates the plurality of pose candidates by rotating theonline Lidar intensity embedding no times.

At operation 430, the Lidar localizer 122 computes a three-dimensional(3D) score map based on a comparison of the intensity map embedding witheach of the plurality of pose candidates. The 3D score map comprises aplurality of match scores and each match score corresponds to one of theplurality of pose candidates. Each match score indicates a degree ofsimilarity between a pose candidate and the map embedding.

The Lidar localizer 122 computes the 3D score map by convolving eachpose candidate with the map embedding. To improve the speed of theconvolution operations, the Lidar localizer 122 may perform theconvolution in a transform domain (e.g., Fourier domain).

At operation 435, the Lidar localizer 122 generates a vehicle motionmodel (Bel_(t|t-1)) based on the previous maximum a posteriori poseestimate (x*_(t-1)), vehicle dynamics, and a previous time's belief(Bel_(t-1)). The vehicle motion model encodes an agreement between aninferred velocity and a velocity sensed by an inertial motion unit (IMU)and one or more wheel encoders.

At operation 440, the Lidar localizer 122 generates a localization scorearray based on the 3D score map. The Lidar localizer 122 may generatethe localization score array by computing an element-wise product of the3D score map with the vehicle motion model, and a GPS observation modelP_(GPS). The GPS observation model encodes an agreement between ahypothesized vehicle pose and a current GPS observation. Thelocalization array generated as a result of applying the motion modeland GPS observation model to the 3D score map is the same size anddimensions of the 3D score map.

At operation 445, the Lidar localizer 122 determines a vehicle pose ofthe AV system 100 based on the localization score array. The determinedvehicle pose corresponds to soft argmax of the values in the Bel_(t)array. Since each cell in the localization score array has threecoordinates (x, y, θ) the determined vehicle pose comprises athree-degree-of-freedom (3DoF) pose. That is, the determined vehiclepose comprises a longitude, a latitude, and a heading.

At operation 450, the vehicle controller 114 controls one or moreoperations of the vehicle based on the determined vehicle pose. Forexample, the motion planning system 112 may determine a motion plan forthe AV system 100 based on determined vehicle pose along withinformation provided by the perception system 108 and prediction system110, and the vehicle controller 114 may control motion of the AV system100 to follow the motion plan.

FIG. 5 illustrates a diagrammatic representation of a machine 500 in theform of a computer system within which a set of instructions may beexecuted for causing the machine 500 to perform any one or more of themethodologies discussed herein, according to an example embodiment.Specifically, FIG. 5 shows a diagrammatic representation of the machine500 in the example form of a computer system, within which instructions516 (e.g., software, a program, an application, an applet, an app, orother executable code) for causing the machine 500 to perform any one ormore of the methodologies discussed herein may be executed. For example,the instructions 516 may cause the machine 500 to execute the method500. In this way, the instructions 516 transform a general,non-programmed machine into a particular machine 500, such as thevehicle computing system 102, that is specially configured to carry outthe described and illustrated functions in the manner described here. Inalternative embodiments, the machine 500 operates as a standalone deviceor may be coupled (e.g., networked) to other machines. In a networkeddeployment, the machine 500 may operate in the capacity of a servermachine or a client machine in a server-client network environment, oras a peer machine in a peer-to-peer (or distributed) networkenvironment. The machine 500 may comprise, but not be limited to, aserver computer, a client computer, a personal computer (PC), a tabletcomputer, a laptop computer, a netbook, a smart phone, a mobile device,a network router, a network switch, a network bridge, or any machinecapable of executing the instructions 516, sequentially or otherwise,that specify actions to be taken by the machine 500. Further, while onlya single machine 500 is illustrated, the term “machine” shall also betaken to include a collection of machines 500 that individually orjointly execute the instructions 516 to perform any one or more of themethodologies discussed herein.

The machine 500 may include processors 510, memory 530, and input/output(I/O) components 550, which may be configured to communicate with eachother such as via a bus 502. In an example embodiment, the processors510 (e.g., a central processing unit (CPU), a reduced instruction setcomputing (RISC) processor, a complex instruction set computing (CISC)processor, a graphics processing unit (GPU), a digital signal processor(DSP), an application-specific integrated circuit (ASIC), aradio-frequency integrated circuit (RFIC), another processor, or anysuitable combination thereof) may include, for example, a processor 512and a processor 514 that may execute the instructions 516. The term“processor” is intended to include multi-core processors 510 that maycomprise two or more independent processors (sometimes referred to as“cores”) that may execute instructions contemporaneously. Although FIG.5 shows multiple processors 510, the machine 500 may include a singleprocessor with a single core, a single processor with multiple cores(e.g., a multi-core processor), multiple processors with a single core,multiple processors with multiple cores, or any combination thereof.

The memory 530 may include a main memory 532, a static memory 534, and astorage unit 536, both accessible to the processors 510 such as via thebus 502. The main memory 532, the static memory 534, and the storageunit 536 store the instructions 516 embodying any one or more of themethodologies or functions described herein. The instructions 516 mayalso reside, completely or partially, within the main memory 532, withinthe static memory 534, within the storage unit 536, within at least oneof the processors 510 (e.g., within the processor's cache memory), orany suitable combination thereof, during execution thereof by themachine 500.

The I/O components 550 may include components to receive input, provideoutput, produce output, transmit information, exchange information,capture measurements, and so on. The specific I/O components 550 thatare included in a particular machine 500 will depend on the type ofmachine. For example, portable machines such as mobile phones willlikely include a touch input device or other such input mechanisms,while a headless server machine will likely not include such a touchinput device. It will be appreciated that the I/O components 550 mayinclude many other components that are not shown in FIG. 5. The I/Ocomponents 550 are grouped according to functionality merely forsimplifying the following discussion and the grouping is in no waylimiting. In various example embodiments, the I/O components 550 mayinclude output components 552 and input components 554. The outputcomponents 552 may include visual components (e.g., a display such as aplasma display panel (PDP), a light emitting diode (LED) display, aliquid crystal display (LCD), a projector, or a cathode ray tube (CRT)),acoustic components (e.g., speakers), other signal generators, and soforth. The input components 554 may include alphanumeric inputcomponents (e.g., a keyboard, a touch screen configured to receivealphanumeric input, a photo-optical keyboard, or other alphanumericinput components), point-based input components (e.g., a mouse, atouchpad, a trackball, a joystick, a motion sensor, or another pointinginstrument), tactile input components (e.g., a physical button, a touchscreen that provides location and/or force of touches or touch gestures,or other tactile input components), audio input components (e.g., amicrophone), and the like.

Communication may be implemented using a wide variety of technologies.The I/O components 550 may include communication components 564 operableto couple the machine 500 to a network 580 or devices 570 via a coupling582 and a coupling 572, respectively. For example, the communicationcomponents 564 may include a network interface component or anothersuitable device to interface with the network 580. In further examples,the communication components 564 may include wired communicationcomponents, wireless communication components, cellular communicationcomponents, and other communication components to provide communicationvia other modalities. The devices 570 may be another machine or any of awide variety of peripheral devices (e.g., a peripheral device coupledvia a universal serial bus (USB)).

Executable Instructions and Machine Storage Medium

The various memories (e.g., 530, 532, 534, and/or memory of theprocessor(s) 510) and/or the storage unit 536 may store one or more setsof instructions 516 and data structures (e.g., software) embodying orutilized by any one or more of the methodologies or functions describedherein. These instructions, when executed by the processor(s) 510, causevarious operations to implement the disclosed embodiments.

As used herein, the terms “machine-storage medium,” “device-storagemedium,” and “computer-storage medium” mean the same thing and may beused interchangeably in this disclosure. The terms refer to a single ormultiple storage devices and/or media (e.g., a centralized ordistributed database, and/or associated caches and servers) that storeexecutable instructions and/or data. The terms shall accordingly betaken to include, but not be limited to, solid-state memories, andoptical and magnetic media, including memory internal or external toprocessors. Specific examples of machine-storage media, computer-storagemedia, and/or device-storage media include non-volatile memory,including by way of example semiconductor memory devices, e.g., erasableprogrammable read-only memory (EPROM), electrically erasableprogrammable read-only memory (EEPROM), field-programmable gate arrays(FPGAs), and flash memory devices; magnetic disks such as internal harddisks and removable disks; magneto-optical disks; and CD-ROM and DVD-ROMdisks. The terms “machine-storage media,” “computer-storage media,” and“device-storage media” specifically exclude carrier waves, modulateddata signals, and other such media, at least some of which are coveredunder the term “signal medium” discussed below.

Transmission Medium

In various example embodiments, one or more portions of the network 580may be an ad hoc network, an intranet, an extranet, a virtual privatenetwork (VPN), a local-area network (LAN), a wireless LAN (WLAN), awide-area network (WAN), a wireless WAN (WWAN), a metropolitan-areanetwork (MAN), the Internet, a portion of the Internet, a portion of thepublic switched telephone network (PSTN), a plain old telephone service(POTS) network, a cellular telephone network, a wireless network, aWi-Fi® network, another type of network, or a combination of two or moresuch networks. For example, the network 580 or a portion of the network580 may include a wireless or cellular network, and the coupling 582 maybe a Code Division Multiple Access (CDMA) connection, a Global Systemfor Mobile communications (GSM) connection, or another type of cellularor wireless coupling. In this example, the coupling 582 may implementany of a variety of types of data transfer technology, such as SingleCarrier Radio Transmission Technology (1×RTT), Evolution-Data Optimized(EVDO) technology, General Packet Radio Service (GPRS) technology,Enhanced Data rates for GSM Evolution (EDGE) technology, thirdGeneration Partnership Project (3GPP) including 3G, fourth generationwireless (4G) networks, Universal Mobile Telecommunications System(UMTS), High-Speed Packet Access (HSPA), Worldwide Interoperability forMicrowave Access (WiMAX), Long Term Evolution (LTE) standard, othersdefined by various standard-setting organizations, other long-rangeprotocols, or other data transfer technology.

The instructions 516 may be transmitted or received over the network 580using a transmission medium via a network interface device (e.g., anetwork interface component included in the communication components564) and utilizing any one of a number of well-known transfer protocols(e.g., hypertext transfer protocol (HTTP)). Similarly, the instructions516 may be transmitted or received using a transmission medium via thecoupling 572 (e.g., a peer-to-peer coupling) to the devices 570. Theterms “transmission medium” and “signal medium” mean the same thing andmay be used interchangeably in this disclosure. The terms “transmissionmedium” and “signal medium” shall be taken to include any intangiblemedium that is capable of storing, encoding, or carrying theinstructions 516 for execution by the machine 500, and include digitalor analog communications signals or other intangible media to facilitatecommunication of such software. Hence, the terms “transmission medium”and “signal medium” shall be taken to include any form of modulated datasignal, carrier wave, and so forth. The term “modulated data signal”means a signal that has one or more of its characteristics set orchanged in such a manner as to encode information in the signal.

Computer-Readable Medium

The terms “machine-readable medium,” “computer-readable medium,” and“device-readable medium” mean the same thing and may be usedinterchangeably in this disclosure. The terms are defined to includeboth machine-storage media and transmission media. Thus, the termsinclude both storage devices/media and carrier waves/modulated datasignals.

The various operations of example methods described herein may beperformed, at least partially, by one or more processors that aretemporarily configured (e.g., by software) or permanently configured toperform the relevant operations. Similarly, the methods described hereinmay be at least partially processor-implemented. For example, at leastsome of the operations of a method may be performed by one or moreprocessors. The performance of certain of the operations may bedistributed among the one or more processors, not only residing within asingle machine, but deployed across a number of machines. In someexample embodiments, the processor or processors may be located in asingle location (e.g., within a home environment, an office environment,or a server farm), while in other embodiments the processors may bedistributed across a number of locations.

Although the embodiments of the present disclosure have been describedwith reference to specific example embodiments, it will be evident thatvarious modifications and changes may be made to these embodimentswithout departing from the broader scope of the inventive subjectmatter. Accordingly, the specification and drawings are to be regardedin an illustrative rather than a restrictive sense. The accompanyingdrawings that form a part hereof show, by way of illustration, and notof limitation, specific embodiments in which the subject matter may bepracticed. The embodiments illustrated are described in sufficientdetail to enable those skilled in the art to practice the teachingsdisclosed herein. Other embodiments may be used and derived therefrom,such that structural and logical substitutions and changes may be madewithout departing from the scope of this disclosure. This DetailedDescription, therefore, is not to be taken in a limiting sense, and thescope of various embodiments is defined only by the appended claims,along with the full range of equivalents to which such claims areentitled.

Such embodiments of the inventive subject matter may be referred toherein, individually and/or collectively, by the term “invention” merelyfor convenience and without intending to voluntarily limit the scope ofthis application to any single invention or inventive concept if morethan one is in fact disclosed. Thus, although specific embodiments havebeen illustrated and described herein, it should be appreciated that anyarrangement calculated to achieve the same purpose may be substitutedfor the specific embodiments shown. This disclosure is intended to coverany and all adaptations or variations of various embodiments.Combinations of the above embodiments, and other embodiments notspecifically described herein, will be apparent, to those of skill inthe art, upon reviewing the above description.

In this document, the terms “a” or “an” are used, as is common in patentdocuments, to include one or more than one, independent of any otherinstances or usages of “at least one” or “one or more.” In thisdocument, the term “or” is used to refer to a nonexclusive or, such that“A or B” includes “A but not B,” “B but not A,” and “A and B,” unlessotherwise indicated. In the appended claims, the terms “including” and“in which” are used as the plain-English equivalents of the respectiveterms “comprising” and “wherein.” Also, in the following claims, theterms “including” and “comprising” are open-ended; that is, a system,device, article, or process that includes elements in addition to thoselisted after such a term in a claim is still deemed to fall within thescope of that claim.

What is claimed is:
 1. An autonomous vehicle (AV) system configured tocontrol a vehicle, the system comprising: one or more processors of amachine; and a machine-storage medium storing instructions that, whenexecuted by the one or more processors, cause the machine to performoperations comprising: generating, using a first embedding function, anintensity map embedding based on a Lidar intensity map, the Lidarintensity map comprising a map image encoded with Lidar intensity data,the intensity map embedding comprising a representation of the Lidarintensity map computed by the first embedding function; generating,using a second embedding function, an online Lidar intensity embeddingbased on a Lidar intensity image, the Lidar intensity image comprisingpoint data output by a Lidar system during operation of the vehicle, theonline Lidar intensity embedding comprising a representation of theLidar intensity image computed by the second embedding function;generating a plurality of pose candidates based on the online Lidarintensity embedding; computing a three-dimensional (3D) score map basedon a comparison of the intensity map embedding with each pose candidatein the plurality of pose candidates, the 3D score map comprising aplurality of match scores, the plurality of match scores comprising amatch score for a pose candidate in the plurality of pose candidates,the match score for the pose candidate indicating a similarity betweenthe pose candidate and the map embedding; determining a pose of thevehicle based on the 3D score map, the pose of the vehicle correspondingto the pose candidate, the pose of the vehicle comprising a longitude, alatitude, and a heading; and controlling one or more operations of thevehicle based on the pose.
 2. The AV system of claim 1, wherein theoperations further comprise: computing a localization score array basedon the 3D score map, the localization score array comprising a pluralityof localization scores generated based on the plurality of match scores,the plurality of localization scores including a localization score forthe pose candidate.
 3. The AV system of claim 2, wherein the computingof the localization score array comprises computing an element-wiseproduct of the 3D score map, a vehicle motion model, and a GPSobservation model score map, the vehicle motion model encoding anagreement between an inferred velocity and a velocity sensed by aninertial measurement unit (IMU) and one or more wheel encoders, the GPSobservation model encoding an agreement between a hypothesized vehiclepose and a current GPS observation.
 4. The AV system of claim 3, whereinthe operations further comprise computing the motion model based on aprevious vehicle pose and vehicle dynamics.
 5. The AV system of claim 2,wherein the determining of the pose of the vehicle is based on thelocalization score for the pose candidate.
 6. The AV system of claim 1,wherein: the point data comprises multiple point clouds; and theoperations further comprise: generating the Lidar intensity image byaggregating the multiple point clouds using inertial measurement unit(IMU) data and wheel odometry information.
 7. The AV system of claim 1,wherein the second embedding function computes the representation of theonline Lidar intensity image by performing operations comprising:identifying a portion of the Lidar intensity image comprising one ormore unreliable localization cues; and masking out the portion of theLidar intensity image comprising the one or more unreliable localizationcues.
 8. The AV system of claim 1, wherein the generating of theplurality of pose candidates based on the online Lidar intensityembedding comprises performing multiple rotations of the online Lidarintensity embedding.
 9. The AV system of claim 1, wherein the computingof the 3D score map comprises convolving the intensity map embeddingwith each pose candidate in the plurality of pose candidates.
 10. The AVsystem of claim 9, wherein the convolving of the intensity map embeddingwith each pose candidate comprises performing a convolution of theintensity map embedding with the online Lidar intensity image embeddingfor each pose candidate in a transformed domain.
 11. The AV system ofclaim 1, wherein the Lidar intensity map further includes a height mapcontaining a height of each point in the Lidar intensity map withrespect to a coordinate frame.
 12. A method comprising: generating,using a first neural network, an intensity map embedding based on aLidar intensity map, the Lidar intensity map comprising a map imageencoded with Lidar intensity data, the intensity map embeddingcomprising a representation of the Lidar intensity map computed by thefirst neural network; generating, using a second neural network, anonline Lidar intensity embedding based on a Lidar intensity image, theLidar intensity image comprising point data output by a Lidar systemduring operation of a vehicle, the online Lidar intensity embeddingcomprising a representation of the Lidar intensity image computed by thesecond neural network; generating a plurality of pose candidates basedon the online Lidar intensity embedding; computing a three-dimensional(3D) score map based on a comparison of the intensity map embedding witheach pose candidate in the plurality of pose candidates, the 3D scoremap comprising a plurality of match scores, the plurality of matchscores comprising a match score for a pose candidate in the plurality ofpose candidates, the match score for the pose candidate indicating asimilarity between the pose candidate and the intensity map embedding;determining a pose of the vehicle based on the 3D score map, the pose ofthe vehicle corresponding to the pose candidate, the pose of the vehiclecomprising a longitude, a latitude, and a heading; and controlling oneor more operations of the vehicle based on the determined pose.
 13. Themethod of claim 12, further comprising: computing a localization scorearray based on the 3D score map, the localization score array comprisinga plurality of localization scores generated based on the plurality ofmatch scores, the plurality of localization scores including alocalization score for the pose candidate.
 14. The method of claim 13,wherein the computing of the localization score array comprisescomputing an element-wise product of the 3D score map, a vehicle motionmodel, and a GPS observation model score map, the vehicle motion modelencoding an agreement between an inferred velocity and a velocity sensedby an inertial measurement unit (IMU) and one or more wheel encoders,the GPS observation model encoding an agreement between a hypothesizedvehicle pose and a current GPS observation.
 15. The method of claim 13,wherein the determining of the pose of the vehicle is based on thelocalization score for the pose candidate.
 16. The method of claim 12,wherein the second neural network computes the representation of theLidar intensity image by performing operations comprising: identifying aportion of the Lidar intensity image comprising one or more unreliablelocalization cues; and masking out the portion of the Lidar intensityimage comprising the one or more unreliable localization cues.
 17. Themethod of claim 12, wherein the generating of the plurality of posecandidates based on the online Lidar intensity embedding comprisesperforming multiple rotations of the online Lidar intensity embedding.18. The method of claim 12, wherein the computing of the 3D score mapcomprises convolving the intensity map embedding with each posecandidate in the plurality of pose candidates.
 19. The method of claim12, wherein: the map image comprises a bird's-eye view (BEV) image of anenvironment; and the Lidar intensity image comprises a BEV rasterizedimage generated by aggregating point data using inertial measurementunit (IMU) and wheel odometry information.
 20. A machine-storage mediumstoring instructions that, when executed by one or more processors,cause the machine to perform operations comprising: generating, using afirst neural network, an intensity map embedding based on a Lidarintensity map, the Lidar intensity map comprising a map image encodedwith Lidar intensity data, the intensity map embedding comprising arepresentation of the Lidar intensity map computed by the first neuralnetwork; generating, using a second neural network, an online Lidarintensity embedding based on a Lidar intensity image, the Lidarintensity image comprising point data output by a Lidar system duringoperation of a vehicle, the online embedding comprising a representationof the Lidar intensity image computed by the second neural network;generating a plurality of pose candidates based on the online Lidarintensity embedding; computing a three-dimensional (3D) score map basedon a comparison of the map embedding with each pose candidate in theplurality of pose candidates, the 3D score map comprising a plurality ofmatch scores, the plurality of match scores comprising a match score fora pose candidate in the plurality of pose candidates, the match scorefor the pose candidate indicating a similarity between the posecandidate and the map embedding; determining a pose of the vehicle basedon the 3D score map, the pose of the vehicle corresponding to the posecandidate, the pose of the vehicle comprising a longitude, a latitude,and a heading; and controlling one or more operations of the vehiclebased on the determined pose.